Internal-combustion engine.



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S. A. PHILLIPS.

INTERNAL 00MB USTION ENGINE.

APPLI GATION FILED NOV. 4, 1912.

Patented Mar. 9, 1915.

4 SHEETS-SHEET l.

S. A. PHILLIPS.

INTERNAL COMBSTION ENGINE.

APPLIGA'MON MLBD N0V.4,1912.

LLQ, Patented Mar. 9, 1915.

4 SHEETS- SHEET 2.

didn/566 6 WASH/i107 S. A. PHILLIPS.

INTERNAL GOMBUsTloN ENGINE.

APPLICATION FILED NOV. 4, 1912.

Patented Mar. 9, v1915.

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4 SHEETS-'SHEET 3.

S. A. PHILLIPS. INTERNAL GOMEUSTION ENGINE.

APPLICATION FILED NOV. 4, 1.912.

Patented Mar. 9, i915.

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4 SHEETS-SHEET 4.

ExHnuST ExPLosnoN COMPRESSION STANLEY A. PHILLIPS, 0F CHICAGO, 1I INTEENAMCOUSTION ENGINE.

l specification of Letters PatentD OIS.

ratentea naa rara.,

Application led November l, 1912. Serial No. 729,372.

The failings of the ordinary puppet valve engines are well understood in the art, the action of the valves being-moreor less unreliable and the timing of the valves being uncertain. Frequently at high speeds the exhaust valve does not sea-t at all as thevalve spring has not sufhcient time to close the valve before'the valve is again lifted to he opened. The tension of the springs of these puppet valves will'vary with time and the opening and closing of the valves is further interfered with. Again, carbon will accumulate on the valve faces which are necessarily exposed to the re of the explosions and proper seating of the valves 1s prevented, the result being injury to the valve faces and reduction in compression.

ln order to secure the admission of a full charge of explosive gas intothe cylinder it is necessary opening for a long period with quick opening and cut-od. This cannot be attained in the ordinary puppetl valve engines as the valve opening is at best verysmall, considering the volume of gas to be admitted in so short a time, usually a fraction of a Second..

As a result of such small and insufficient valve openings, the cylinder will not he properly scavenged and lrennnants of burnt gases will. mingle with the clean incoming gas. Again, puppet valves involve valve pockets or cages and broken and rough surfaces, all of which detracts from the general eihciency as is well understood, a considerable portion of the incoming gas remaining in the in-takeand exhaust valve pockets where it either fails to explode or in exploding exerts no force on the piston. Furthermore, such pockets and'rough surfaces cause uneven temperature distrl ution and other conditions, all of which detract from the general eciency besides-adding to the cost of manufacture and maintenance.

lin the engine of my invention the valves that there should be large valve' ynates all tendency are in the tively controlled throughout their entire travel and are driven at a velocity in direct ratio to the engine speed so thatno change in timing and consequent loss of power is' possible. lhe valves are given accelerated form of sleeves which are posi-V movement and the ports are so constructed and so cooperate with the cylinder portsA that the greatest possible port passageway isprovided at all stages and for lon periods, and with quick opening and cut-o the arrangement being such that opening and cutod occur when the valves are traveling at the highest speed and the valves-remain open during the long period when they are traveling through the slowest portion of their paths. lo accomplish this, the driving of the valves is so arranged that every point on the valve sleeve will practically describe an ellipse. My improved construction eliminates all pockets and uneven or rough surfaces and all parts can be machined to have perfectly smooth surfaces so that the resistance to gas flow is reduced to a minimum and accumulation of carbon prevented. Furthermore, elimination of such pockets and rough surfaces and varying wall thicknesses will cause much more uniform temperature distribution and we ar evenly divided over the bearing surfaces. ln my improved construction the valves during half of their travel on the compression and firing strokes ofthe en ine pass over water cooled surfaces, an durin the suction strokes the are cooled by the incoming fuel. This elimito burn out the port openings in the sleeves. Furthermore, the arrangement is such that during. the compression and firing strokes, when the internal pressure is at the highest point, the sleeve travels with and in the samedirection as the piston and therefore requires no more power to move it than during the other strokes.

Another important object of the invention is to provide simplified construction and arrangement for driving the sleeves .and to i eliminate all cams, rollers, gears, rocker arms and other unnecessary element lhe various features of my invention will be clearly understood by referring to the accompanying drawings in which- Figure l is a front elevational view with part ofthe cylinders and Icrank case in vertica l diametrical section; Fig. 2 is a sectional view taken from plane Q-Q'F' f l 5 Fi 3 is a vievv'looking from plane W Figs.' and ias 2; Fig. 4 is a group view of the-lower part of the valve cylinder and some of the driv- 4ing parts dissociated from one another to more clearly show the construction; Fig. 5 5 is a diagram showing the direction of motion of any point on the valve sleeve and designating the various cycles; Fig. 6 is a developed view of the port zone showing the relative positions ofthe cylinder and valve 10 sleeve ports forone complete period of operation ofthe engine;and Fig. 7 is a chart vshowing the relative movementl directions of thevalve sleeve and pistonl and the durations of the various cycle conditions.

The :crank shaftsupporting 'case for the engine comprises a casting 5 from which extend supporting lugs 6 and 7. A casting 8 forms a bottom for the crank shaft chamber andis suitably secured to the main cast` 2o ing 5.' The casting 9 `forms acover f or the crank shaft housing and is integral w1th the cylinder structures designated as; a whole 10. The cra-nk shaft 11 is journaled at ends in bearings 12 (only onev of which l1s f A2&5` shown) whose ripper and lower sections 12` 'and 12 are integral with the housing sections 5 and 8 respectively. At an interme- 'diate point the crank shaft yis supported m bearing frame 13 which is suspended from V 80 iarms 14 and 15 extending diagonally downj wardly from 'near the upper edges of the main .housing section 5, as most clearly l' shown in Fig. 2. Inter osed between the arms 14' and 15 and at t e top thereof are 85 intermediate bearing sleeves 16 and 17 which assist in journaling secondary crank shafts 18 and 19 respectively.' At its opposite lends shaft 18 is journaled in bearing sleeves 20 and '21 extending inwardly from c@ theopposite side walls of the crank housing section 5 while shaft 19 is journaled at its opposite endsin bearing sleeves v22 and 23 extending inwardly from the ends of the housing frame 5, theshafts' being parallel with the main crank shaft and at opposite sides thereof and equidistant therefrom both vertically and horizontally, as clearly shown in Fig. 2.

The main crankshaft and the secondary B0 crank shafts extend outside of the crank case at one end thereof, the main crank.

shaft outside of the housing carrying sprocket pinion sections 24 and 24 and the secondary shafts 18 and 19 carrying sprocket wheels 25 and 26 respectively, a chain 2 7 connecting sprocket wheel 25 with pinion section 24 and a chain 28'connecting sprof-:ket wheel I26 with pinion section 24 so that upon rotation of` the main crank '80 shaft inone direction the secondari7 shafts will be .,driven'simultaneously inthe same direction, the adjustment being such that the secondary shafts travel at the same speeds but with a ratio of one totwo with reference tothe main crankshaft. A pro- -der to leave an'annular passageway 3 5 for tecting housing 29 is rovided for the chain transmission, asplai y shown in Fig. 1.

Describing now the cylinder construction, each cylinder has a main .inner cylindrical wall 30 and an outer wall 31 forming be- '1) tween them a water jacket section 32. Secured in the upper end of each cylinder is a head structure 33 comprising inner and outer walls 33a and 33b respectively, forming between them the water jacket section 7b 32, .a water supply connection 34 connecting wi the water `jacket section 32a and this section communicatingy at c with the main water jacket section 32, and outlet d being provided atl any suitable point from the lower end of the water jacket section 32. The external diameter of the head structure part extending. into the cylinder is less-than the internal diameter of the cylinder in orthe upper end of the sleeve valve 36, the sleeve valve 4fitting snugly into this passa eway and the head structure being provi ed with an expansion band 37 and expansion' rings 38. Extending throughthe outer and 9L inner walls of each cylinder at opposite sides thereof and adjacent the lower edge ofthe head structure lare the inlet and exhaust passageways or ports 39 and 40 respectively, the inner ends of these passageways being of a contour as best shown in Figs. 1 and 6. The inlet and exhaust ports coperate respectively with inlet and exhaust ports 'i and e in the valve sleeve. Thereare preferably several inlet and' ex- 100 haust ports so that there will be better distribution and the resistance to the flowy of gases will be reduced to a minimum. i

The pistons 41 and 42 are connected with the crank shaft 180 degrees apart in the 105 usual manner. While the'pistons reciprocate the secondary shafts 18 and 19 are rotated and these shafts are so connected with the sleeve valves that any point on a sleeve valve will describe approximately an ellipse during the operation of the engine. The driving connection between the secondary shafts and the sleeves is clearly shown, particularly in Figs. 3 and 4. Adjacent the lower end of each cylinder there is a connecting rod 43 having bearin frames 43 and 43b at its ends for journaling the opposite Acrank loops 18 and 19 of the shafts 18 .and 19.- The lower end of each sleeve is connected with the associated connecting rod so that upon rotation of the shafts 18 and A19 the sleeve will be oscillated about its axis and will be reciprocated in the directionof its axis, each point on the sleeve describing substantially an ellipse during the operation of the engine. The connection between the cylinder and its associated connectingv rod is clearly shown in Figs. 3 Aand 4. Each sleeve has at its lower end the laterally extending lug 44.` A suitable link on space,

u ing downward travel of the piston are indi-1v dll and bottom of the lug i sleeve.

ports in the sleeve,

amate am@ e a@ ne and .aan connecting 4rod d3 to transenit the Lmovements, of -the .connecting rod to the sleeve. 'lhelinlc shown is in the form of a frame f comprisin upper andlowerlinks a5 and t6 .connected y a wall 4:7. rlhelinlrs 45 and 46 Aengagent opposite sides of-the connecting rod A3 y and .are pivoted thereto Iby means of a pin d8 passing Athrough the links and the harpv asclearIy illustrated. At their, inner ends the links 45 and 46 engage at the top .4,4 and are pivoted thereto by a pin 49. 'lin order to economize each cranlr bar may havefa pocket 43C for .receiving the Elug on the associated The various crankloops gl-S. and 19a for the various cylinders are of course angularly offset-'in order to get ythe proper seuence of operation, as is well understood in t e art. lin the drawings two cylinders of a multiple cylinder engine are shown but it is evident that the engine may comprise any number of cylinders and the pistons and valve sleeves adjusted for the proper relative movements. Describing now the operation, the piston 1n the cylinder shown in Fig. 2 and at the left of Fig. l 1s in its upper-position, the various ports being all closed and the engine belng ready to take in gas at the next down stroke of the piston.

Referring to Fig. 6, the rows l to 8 show the varlous relative positions of thecylinder and sleeve ports during one complete operation of the engine. vAs has been before stated, any number of inlet or exhaust ports may beprovided and as shown, three inlet and three exhaust ports are provided in the cylinder and a corresponding number of two of these sleeve ports being combined to form a double port e t. 'lhe first 'row in Fig. 6 shows all ports closed, this corresponding with the position of the piston at the head ofthe cylinder'.A As the piston now starts to travel ownwardly and the crank shaft turns, the connecting rods t3 will ed'ect the rotary movement of .the valve sleeve already referred to, the path traveled by the sleeve valve being indicated by the ellipses of the various rows. lintermediate relative positions 4of the ports durcated in rows 2 and 3, the sleeve valve carrylng its ports to overlap with the cylinder ports, the contour of these ports being such Athat during elliptical movement ofthe valve i sleeve there'. will be the greatest possible opening at all stages of the sleeves travel. 'lhe fourth row shows the relative positions of the ports when the piston has reached the endo'f its down stroke' and has traveled a Ashort distance of the return stroke, andfurthernpward movement of the piston willcarry the sleeve portsfarther above the. cylinder ports, and the positions of the ports :when the piston reaches :theupperend of its return stroke :is indicated in row 5, Fig. 6, the intakengas having been compressed dur.- ingsuch `return strokeef the piston. During the .suctionandcompression strokes of the piston, the exhaust outletsremainclosed andfthis is indicated in rows l to 5. After the compression stroke, the compressed gas is ignited and during the next downward stroke there will :be expansion within the cylinder, and just before .the end of this downward strokeis reached the sleeve ports will have been shifted downwardly and toward the left a distance as indicated in row As the piston then again returns toward its upper position the .exhaust outlets arev opene wider as indicated in row 7 and are then gradually reclosed, as indicated in row 8, and finally closed when the piston .reaches the upper end of' its stroke. During the greater part of the compression stroke and durin the expansion and exhaust strokes the in et'passagewa s remain closed, as indicated in rows 5, 6, and 8.

ln the chart shown in Fig. 7 are indicated the various cycles of operation line representing the travel of the piston and the line y representing the travel of the valve sleeve. Dotted lines 2 and 8 indicate at what particular points of the cycle are found the relative valve positions indicated in rows 2 to 8 of Fig. 6.

From the above description it is clear that the engine will operate most eiiciently, the accelerated valve sleeve movement causing quick opening and cut-od, and providing large port opening during the long periods when the sleeve travels slowly. A full charge of explosive gas is admitted into the cylinder, and quick and thorough Yexhaust is therefore assured. 'lFhe ports are large and of a contour that a maximum passageway is assured at all stages.

Although l have not shown any lubricating system, it is of course understood that oil will be delivered to the cylinder, piston andl sleeve surfaces, and it is also evident that in my construction where the valve sleeve is given an elliptical movement, the lubricant will be much more evenly distributed over the bearing surfaces and will not localize and there will be no chance for dry spots and consequent wear. Furthermore, less lubricant will be necessary as the oscillating or rotary movement of the sleeve about its axis greatly facilitates its vertical movement.

As there are no puppet valves in my construction .there will be no vibration and no bumping or tapping and the engine is noiseless. Furthermore, the absence of puppet valves. allows a perfectly smooth and unbroken construction of cylinder wall with quicker cooling and the construction is greatly simplied and the cost of manufacture and maintenance greatly reduced.

I donotv desire to be limited to the precise -construction and arrangement shown and described as changes and modifications are possible which would still come within'the scope of the invention, and I claim-.the followmg:

`In an internal combustion engine, the combination with the cylinder, piston and crank shaft, of a valve sleeve concentric with said piston and cylinder, said cylinder having inlet and exhaust ports and said valve sleeve having ports, secondary shafts parallel with said crank shaft, a connecting rod having eccentric connection with said secondary v STANLEY A. PHILLIPS.

Witnesses:

CHARLES J. SCHMIDT, E. G. INGnRsoLL. 

